Dynamic simulation verification method of flight operation program
By performing dynamic simulation verification on flight program design auxiliary equipment, the problem of traditional flight operation program verification relying on expensive simulators is solved, and significant cost and time savings are achieved.
Patent Information
- Application Number
- CN202411630692.8
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-11-15
- Publication Date
- 2025-04-15
AI Technical Summary
Verification of traditional flight operation programs relies on expensive simulators, resulting in large resource consumption and high cost.
A flight program design auxiliary device is adopted, which includes collimated virtual image view, avionics display interface and complete primary and secondary flight rudder surface operating components, and the flight operation program is verified through dynamic simulation verification methods.
It realizes verification of flight operation procedures without occupying the flight simulator, which significantly saves costs and time.
Smart Images
Figure CN119830514A_ABST
Abstract
Description
Technical Field
[0001] The present disclosure relates to the field of aviation vehicles, and more particularly to a dynamic simulation verification method for a flight operation procedure. Background Art
[0002] Traditional flight operation procedures can only be designed and optimized relying on limited simple tools and the imagination of flight operation procedure designers before being verified using simulators. The verification of flight operation procedures is heavily dependent on expensive simulators, which causes simulator resource occupation problems and significantly increases related costs.
[0003] Therefore, there is an urgent need to provide a new dynamic simulation verification method for flight operation procedures to at least partially alleviate or solve the above-mentioned problems and defects of existing solutions. Summary of the invention
[0004] One purpose of the present disclosure is to propose a dynamic simulation verification method for flight operation procedures in order to overcome at least some of the above-mentioned defects of the prior art solutions for flight operation procedure verification.
[0005] The present disclosure provides a dynamic simulation verification method for a flight operation procedure, wherein the dynamic simulation verification method uses a flight procedure design auxiliary device different from a flight simulator, wherein the flight procedure design auxiliary device includes a collimated virtual image view, an avionics display interface, and complete primary and secondary flight control surface operating components consistent with the flight simulator, wherein the dynamic simulation verification method includes the following steps:
[0006] Step 1: Determine the categories of flight operation procedures that need to be simulated, which include normal procedures, abnormal procedures, emergency procedures, and supplementary procedures;
[0007] Step 2: determining design constraints of the procedure design according to the category to which the flight operation procedure belongs, and designing or redesigning the flight operation procedure based on the design constraints;
[0008] Step 3: performing operational verification of the flight operation procedure on the flight procedure design auxiliary equipment, and providing verification auxiliary information during the operational verification process to assist in determining whether the flight operation procedure meets the verification standard of the flight operation procedure;
[0009] Step 4: For the flight operation procedures that do not meet the verification standards, add the elements associated with the verification failure to the design constraints and return to step 2.
[0010] According to some embodiments of the present disclosure, the design constraints of the normal procedure include that all onboard systems operate normally, the design constraints of the abnormal procedure include that an onboard system malfunctions or fails, the design constraints of the emergency procedure include that an onboard system malfunctions or fails that requires immediate countermeasures within a predefined time period, and the design constraints of the supplementary procedure include some or all of severe weather conditions, non-standard configurations, and unplanned maintenance conditions.
[0011] According to some implementations of the present disclosure, the verification auxiliary information provided in step 3 includes some or all of the following:
[0012] A description of the operational validation process and its operational load;
[0013] Adjustable third-person view of the aircraft status;
[0014] The aircraft flight trajectory line of the operation verification process is presented so as to be observable from a third-person perspective in a three-dimensional scene;
[0015] Flight parameters of the operational verification process;
[0016] A reconstructed view of the cockpit in which at least some of the primary and secondary flight control surface operating components can change positions.
[0017] According to some embodiments of the present disclosure, the flight parameters include part or all of longitude, latitude, barometric altitude, pitch angle, roll angle, and yaw angle.
[0018] According to some embodiments of the present disclosure, the observation view and / or the aircraft flight trajectory line are generated based on part or all of the following data stored in the flight procedure design auxiliary device:
[0019] The digital elevation model contains terrain data;
[0020] Satellite map data;
[0021] Aircraft shape design data;
[0022] Aircraft texture data.
[0023] According to some embodiments of the present disclosure, the verification criteria include some or all of the following:
[0024] a) the content of the flight operation procedure presented by the flight procedure design aid is consistent with the simulated aircraft state or response;
[0025] b) The flight operation procedures are easy to operate;
[0026] c) The logic of the flight operation procedures is consistent with the operation logic of the airline pilot;
[0027] d) The operational load and required operational skills of the flight operation procedures do not exceed the requirements recorded in the relevant manual of the flight operation procedures;
[0028] e) The execution of the flight operation procedure results in the aircraft entering a safe state, or at least prevents the aircraft from being deteriorated.
[0029] According to some embodiments of the present disclosure, a flight procedure design auxiliary device includes a collimated virtual image display system and a cockpit hardware system wrapped by the collimated virtual image, wherein the collimated virtual image display system includes an optical display system with a projector, a rear projection screen and a collimating reflector, and the collimated virtual image display system is constructed to be able to project an operator's field of view in the cockpit of the cockpit hardware system, and the operator's field of view includes a top panel, an instrument panel and a central control console in the cockpit of a flight simulator or an aircraft.
[0030] According to some embodiments of the present disclosure, a touch display screen is used at the lower portion of the central console, and the touch display screen includes a plurality of touch buttons, and the plurality of touch buttons implement partial knob operation or button operation of the central console in a touch-controlled manner.
[0031] On the basis of being in accordance with the common sense in the art, the above-mentioned preferred conditions can be arbitrarily combined to obtain the preferred embodiments of the present disclosure.
[0032] The positive and progressive effects of this disclosure are:
[0033] The dynamic simulation verification method of the flight operation procedure according to the contents of the present disclosure is performed on a flight procedure design auxiliary device, realizing a flight operation procedure verification solution that does not require the use of a flight simulator, which can significantly save costs and time overall. BRIEF DESCRIPTION OF THE DRAWINGS
[0034] Figure 1 A schematic diagram schematically shows the main part of an exemplary flight procedure design assistance device used in a dynamic simulation verification method of a flight operation procedure according to a preferred embodiment of the present disclosure.
[0035] Figure 2 Schematically shows Figure 1 A schematic diagram showing the principle of a collimated virtual image display system of a flight procedure design aid is shown.
[0036] Figure 3 Schematically shows Figure 1 The general layout of the equipment cockpit section in the flight procedure design aids is shown.
[0037] Figure 4 Schematically shows Figure 3 The layout of the top panel section in the equipment cabin is shown.
[0038] Figure 5 Schematically shows the Figure 4 The touch screen portion in the layout of the top panel portion shown corresponds to the top panel portion in a flight simulator or a real aircraft.
[0039] Figure 6 Schematically shows Figure 3 The layout of the instrument panel section in the equipment cockpit is shown.
[0040] Figure 7 Schematically shows the Figure 6 The instrument panel portion shown corresponds to the instrument panel in a flight simulator or a real aircraft.
[0041] Figure 8 Schematically shows Figure 3 The layout of the central control console in the equipment cabin is shown.
[0042] Fig. 9 Schematically shows the Figure 8 The center console of the top panel section shown corresponds to the center console in a flight simulator or a real aircraft.
[0043] Fig.10 Schematically shows Figure 3 The layout of the sunshade section in the equipment cabin is shown.
[0044] Fig.11 Schematically shows Figure 3 A schematic diagram of the footrests in the equipment cockpit is shown.
[0045] Fig.12 A series of operations required for an ILS approach procedure in Application Example 2 of a dynamic simulation verification method for a flight operation procedure according to a preferred embodiment of the present disclosure are schematically shown.
[0046] Fig.13 The touch screen portion schematically shows a system architecture diagram in which a separate avionics simulation computer is responsible for collecting information in Application Example 4 of the dynamic simulation verification method for flight operation procedures according to the preferred embodiment of the present disclosure.
[0047] Description of Reference Numerals
[0048] 100: Cockpit Hardware System
[0049] 1: Top plate
[0050] 2: Dashboard
[0051] 3: Central console
[0052] 31: Left console
[0053] 32: Right console
[0054] 33: Turning hand wheel
[0055] 4: Lens hood
[0056] 5: Foot pedal
[0057] 6: Steering column and steering wheel DETAILED DESCRIPTION
[0058] The preferred embodiments of the present invention are further described in detail below in conjunction with the accompanying drawings of the specification. The following description is exemplary and not limiting of the present invention. Any other similar situations also fall within the protection scope of the present invention.
[0059] In the following detailed description, directional terms, such as "left", "right", "up", "down", "front", "rear", etc., are used with reference to the directions described in the drawings. The components of the embodiments of the present invention can be placed in a variety of different directions, and the directional terms are used for illustrative purposes rather than limiting.
[0060] From the above description and the following more detailed exemplary description of the preferred embodiment according to the present disclosure, those skilled in the art will be able to understand that the present disclosure provides a data-driven method for reproducing aircraft cockpit scenarios on a flight procedure design auxiliary device without relying on a traditional flight simulator. In the following, for exemplary purposes and for the convenience of explanation, the ARJ21-700 model civil aircraft will be used as an example. It is understandable that the specific type and model of the aircraft are factors that need to be considered in the implementation of the present disclosure, but this does not limit the scope of protection of the present disclosure.
[0061] The following preferred implementation of the present disclosure adopts and is performed or executed on a flight procedure design assistance device that is different from a flight simulator but includes a collimated virtual image vision, avionics display interface, and complete primary and secondary flight control surface operating components that are consistent with the flight simulator.
[0062] refer to Figure 1 and Figure 2As shown, it can be understood that the flight procedure design auxiliary device can be, for example, in a form similar to a flight simulator without its motion equipment and placed directly on the ground. It includes a collimated virtual image system and a cockpit hardware system 100 wrapped by the collimated virtual image. At the same time, multiple servers can be provided outside the main body to provide computing power support for the main body software of the device. Figure 1 The outer shell of the main body shown in FIG. 1 is mainly designed to accommodate the collimated virtual image display system. The collimated virtual image display system and the cockpit hardware system 100 wrapped inside and their relative position relationship can be roughly as shown in FIG. Figure 2 As shown. It is understandable that the collimated virtual image display system is a standard display system in the industry, which includes an optical display system consisting of a projector, a rear projection screen and a collimated reflector. Its basic function is to allow users to obtain a three-dimensional field of view with depth of field in a closed and limited space. The range of the field of view depends on the size of the collimated virtual image display system.
[0063] According to a preferred embodiment of the present disclosure, a dynamic simulation verification method for a flight operation procedure is provided, wherein the dynamic simulation verification method uses a flight procedure design auxiliary device different from a flight simulator, wherein the flight procedure design auxiliary device includes a collimated virtual image visual scene, an avionics display interface, and complete primary and secondary flight control surface operating components consistent with the flight simulator, wherein the dynamic simulation verification method includes the following steps:
[0064] Step 1: Determine the categories of flight operation procedures that need to be simulated, which include normal procedures, abnormal procedures, emergency procedures, and supplementary procedures;
[0065] Step 2: determining design constraints of the procedure design according to the category to which the flight operation procedure belongs, and designing or redesigning the flight operation procedure based on the design constraints;
[0066] Step 3: performing operational verification of the flight operation procedure on the flight procedure design auxiliary equipment, and providing verification auxiliary information during the operational verification process to assist in determining whether the flight operation procedure meets the verification standard of the flight operation procedure;
[0067] Step 4: For the flight operation procedures that do not meet the verification standards, add the elements associated with the verification failure to the design constraints and return to step 2.
[0068] Among them, the design constraints of the normal procedure include that all onboard systems operate normally, the design constraints of the abnormal procedure include malfunction or failure of the onboard system, the design constraints of the emergency procedure include malfunction or failure of the onboard system that requires immediate countermeasures within a predefined time period, and the design constraints of the supplementary procedure include some or all of severe weather conditions, non-standard configurations, and unplanned maintenance conditions.
[0069] For example, approach procedures are normal procedures, procedures for responding to excessive cabin altitude are abnormal procedures, emergency descents are emergency procedures, and flying with the landing gear down is a supplementary procedure.
[0070] The verification auxiliary information provided in step 3 includes part or all of the following:
[0071] A description of the operational validation process and its operational load;
[0072] Adjustable third-person view of the aircraft status;
[0073] The aircraft flight trajectory line of the operation verification process is presented so as to be observable from a third-person perspective in a three-dimensional scene;
[0074] Flight parameters of the operational verification process;
[0075] A reconstructed view of the cockpit in which at least some of the primary and secondary flight control surface operating components can change positions.
[0076] The flight parameters include part or all of longitude, latitude, pressure altitude, pitch angle, roll angle and yaw angle.
[0077] According to some preferred embodiments of the present disclosure, the observation view and / or the aircraft flight trajectory line are generated based on part or all of the following data stored in the flight procedure design auxiliary device:
[0078] The digital elevation model contains terrain data;
[0079] Satellite map data;
[0080] Aircraft shape design data;
[0081] Aircraft texture data.
[0082] According to some preferred embodiments of the present disclosure, the verification criteria include some or all of the following:
[0083] a) the content of the flight operation procedure presented by the flight procedure design aid is consistent with the simulated aircraft state or response;
[0084] b) The flight operation procedures are easy to operate;
[0085] c) The logic of the flight operation procedures is consistent with the operation logic of the airline pilot;
[0086] d) The operational load and required operational skills of the flight operation procedures do not exceed the requirements recorded in the relevant manual of the flight operation procedures;
[0087] e) The execution of the flight operation procedure results in the aircraft entering a safe state, or at least prevents the aircraft from being deteriorated.
[0088] According to the above preferred embodiments of the present disclosure, the dynamic simulation verification method of the flight operation procedure can significantly reduce the cost of flight operation procedure verification and the time occupied by the flight simulator by using the flight procedure design auxiliary equipment, and can also achieve the following advantages:
[0089] 1. Display the flight trajectory of the background directly on the visual field, and also be able to review the trajectory verified by the flight operation program from a third-person perspective;
[0090] 2. Monitor the impact of flight operations on aircraft attitude, altitude and other parameters in real time during operation;
[0091] 3. The cockpit can be reconfigured at a relatively low cost to improve aircraft design and optimize cockpit operating procedures.
[0092] The advantages mentioned above generally make the dynamic simulation verification process of the flight operation procedures more intuitive and flexible for relevant operators, thereby improving the efficiency of changing the design-related flight operation procedures.
[0093] The flight procedure design auxiliary equipment discussed above may include a collimated virtual image display system and a cockpit hardware system wrapped by a collimated virtual image, wherein the collimated virtual image display system includes an optical display system with a projector, a rear projection screen and a collimated reflector, and the collimated virtual image display system is constructed to be able to project an operator's field of view in the cockpit of the cockpit hardware system, and the operator's field of view includes a top panel 1, an instrument panel 2 and a central control panel 3 in the cockpit of a flight simulator or an aircraft. Optionally, it may further include a left control panel 31 (which may optionally have a turning hand wheel 33) and a right control panel 32 located on the left and right sides of the central control panel 3, respectively.
[0094] For example, the general layout of the equipment cockpit can be as follows: Figure 3 As shown, the main differences from traditional flight simulators can be found in Figure 4-9 The schematically shown equipment cockpit is different or partially simplified compared to a flight simulator or a real aircraft, for example, Figure 4 and Figure 5 The schematically shown top plate 1, Figure 6 and Figure 7 The dashboard is schematically shown, Figure 8 and Fig. 9 The central control panel shown schematically is different. Among them, the part below the fire control panel can be a touch display to display some physical buttons and screen contents on the aircraft, and the operation is performed by touching rather than pressing or rotating. The buttons displayed on the touch screen of the flight program design auxiliary device can simulate the style of being pressed or popped up instead of just lighting up. At the same time, the visor 4, pedals 5, control stick and steering wheel 6, and the part above the fire control panel on the central control panel 3 are the same as those of the flight simulator, with physical buttons and physical operating components.
[0095] It is worth noting that some physical operating components (control stick and steering wheel 3, pedals, thrust handles), display screens of physical buttons and knobs (CDU display screen, pre-selected speed, altitude, heading and climb and descent rate display windows on the sun visor) and collimated virtual image vision retained in the special flight procedure design auxiliary equipment will undergo corresponding movement or display changes during the operation process of the flight operation procedure or the operation verification process, and the presentation of the visual results of the collimated virtual image display may be partially based on the equipment's built-in terrain database and satellite photo map database, flight attitude associated with the flight operation procedure, etc.
[0096] In addition, the touch screen of the flight program design aid can save a lot of costs for making physical buttons and physical button connection cables, as well as software and hardware cross-linking development and configuration. The sunshade, pedals, joystick, steering wheel, and fire control panel on the central control console are the same as those of the flight simulator, with physical buttons and physical operating components. In addition, the flight program design aid uses ordinary data cables instead of shielded twisted pair cables to connect the components together, saving costs.
[0097] The following takes the engine start, approach procedures, wind shear encountered in the air, and low pressure of the No. 2 and No. 3 hydraulic systems of the ARJ21-700 aircraft as examples to illustrate the specific implementation process of the dynamic simulation verification method of the flight operation procedures described above, so as to further understand the above method and its advantages.
[0098] Application Example 1: Engine Starting Procedure
[0099] The engine starting procedure is roughly as shown in the following table:
[0100]
[0101]
[0102]
[0103] During the start of the left engine, due to the switching of the power supply equipment, the SLAT HALFSPEED warning level warning message may appear and last for about 4 seconds before disappearing. If the following EICAS information appears during the engine start, about 1 minute after the dual engines are successfully started, if the system is normal, these EICAS information (as follows) should disappear.
[0104] –EICAS CAUTION: FLT CTRL MIN CONFIG
[0105] –EICAS CAUTION: FLT CTRL NO DISPATCH
[0106] –EICAS CAUTION: RUDDER JAM
[0107] –EICAS CAUTION: SINGLE AIL FAULT
[0108] –EICAS CAUTION: SINGLE ELEV FAULT
[0109] For the engine start operation procedure, since it is performed on the ground, there will not be any flight dynamic content that needs to be checked and verified. However, there are many check items listed in the operation procedure that need to be verified. When verifying the flight operation procedure, it is necessary to confirm that these contents are correct. Otherwise, after the flight operation procedure manual is released, the data will not conform to the flight operation procedure manual when it is checked on the real aircraft. When writing the flight operation procedure, the program writer writes these values and avionics phenomena based on experience and existing data. After the writing is completed, equipment verification is required to verify whether these verification items do appear and are correct in value when executing the engine start flight operation procedure.
[0110] Specifically, these inspection items are:
[0111] Verify the fuel diagram page:
[0112] The FUEL USED value in the fuel diagram page is displayed normally;
[0113] Verify EICAS information:
[0114] N2 rises: valve opens
[0115] – The green START icon appears
[0116] –EICAS message R ENG START VLV OPEN appears
[0117] 7% N2: igniter works
[0118] IGN X green icon appears
[0119] 20% N2: FF, ITT, N1, oil pressure rises
[0120] – Increased fuel flow
[0121] –ITT Rise
[0122] – N1 rises
[0123] – Oil pressure rises
[0124] 53% N2: Valve closed
[0125] –EICAS message R ENG START VLV OPEN disappears
[0126] – IGN X icon disappeared
[0127] Verify that the right engine is stable at idle:
[0128] The RUN green icon appears
[0129] Note:
[0130] At sea level and standard atmospheric temperature, the engine idling parameters are as follows:
[0131] – N1 is about 23%;
[0132] – N2 is about 64%;
[0133] –ITT is about 401.
[0134] For flight procedure design aids, this function is exactly the same as the simulator, and can verify the above parameters and avionics display conditions. However, due to its unique design, this device is cheaper than the simulator and can present this information at a lower cost. This allows procedure verifiers to avoid or reduce the need to conduct simulator verification to confirm these verification information.
[0135] Similarly, the flight operation procedure itself also needs to be confirmed on the device to see if it is feasible. For example, if the procedure designer lists the operation step of pressing the PERF function key to enter the PERF MENU 1 / 2 page, it is also necessary to verify that there is a PERF function key on the simulation device, rather than just a memory error by the flight operation procedure designer. For example, a possible error is that the flight operation procedure designer is impressed by the PERF MENU key of another aircraft model, and when designing the flight operation procedure of this aircraft model, it is natural to directly write the pressing of the PERF MENU key, but this aircraft model does not actually have this key, but a PERF key.
[0136] Application Example 2: ILS approach procedure The ILS approach procedure is roughly as shown in the following table:
[0137]
[0138]
[0139] refer to Fig.12 As shown in the figure, in the ILS approach procedure, there are many complex operations. These complex operations help the pilot's workload, which may affect and distract the pilot's attention, causing the pilot to forget some operations in the rush. Or the workload may affect the pilot's operating level, resulting in a situation where, for example, the pilot needs to monitor or even control the stable approach while executing the landing checklist. Therefore, these workloads need to be tested in the loop on the simulation equipment to confirm whether they exceed the pilot's tolerance. Will the pilot be in a hurry, forget the procedure by mistake, or not execute the procedure in time, resulting in several steps overlapping. Similarly, flight procedure design auxiliary equipment can perform human-in-the-loop testing at a lower cost to determine the operating load.
[0140] At the same time, the flight procedure design auxiliary equipment can judge the execution of the approach procedure by recording the longitude, latitude, pressure altitude, pitch angle, roll angle, yaw angle, and ground speed during the approach. Whether these parameters recorded by the numerical curve show a stable change trend can determine whether the pilot has unstable operation when executing the designed flight operation procedure, resulting in unstable aircraft state.
[0141] The flight program design auxiliary device can intuitively observe from the outside of the aircraft in a third-person perspective on the screen in front of the pilot to determine whether the aircraft maintains a stable flight without unexpected rolling, yaw and pitching movements by switching the third-person perspective. The specific implementation method is through the flight data (longitude, latitude, pressure altitude, pitch angle, roll angle, yaw angle, ground speed) recorded on the flight program design auxiliary device, DEM (Digital Elevation Model) terrain data, satellite mapping data, and aircraft shape design data (wingspan, full aircraft height, full aircraft length, main wheel spacing, sweep angle, etc. plus aircraft mapping data) stored in the flight program design auxiliary device. These data are stored in the visual database in the form of 3D modeling, and when needed, the OSG (OpenSceneGraph) engine (open source engine) is used to generate a picture of the aircraft flying in the air. The OSG engine renders real-time images by simulating the light cone entering the human eye. Specifically, only the part observed by the field of vision will be rendered according to the 3D model, mapping, lighting, visibility and distance relationship, while the part that cannot be observed by the field of vision will not be rendered. By using this feature to change the position and direction of the observation point, the field of view can be directly transferred from the cockpit of the aircraft to the outside of the aircraft for third-person perspective observation. By connecting the vision computer to different displays, the real-time flight image of the aircraft observed from a third-person perspective can be displayed on the collimated virtual image display in front of the pilot (by connecting to a projector), an ordinary projector, a desktop monitor, and a large-screen monitor similar to a TV for analysis, display, and discussion.
[0142] Application Example 3: Wind shear in the air
[0143] The recovery maneuver procedure for encountering wind shear in the air is roughly as shown in the following table:
[0144]
[0145] Among them, PF is the pilot who controls the aircraft, and PM is the pilot who monitors the aircraft. When encountering wind shear below 1300ft (396m), TAWS will issue a reactive wind shear warning, and the automatic flight control system will automatically select the wind shear avoidance mode, push the autothrottle to the TO / GA position, and manually push the thrust handle to the maximum position. The autopilot will be disconnected after 2 seconds and provide wind shear avoidance guidance.
[0146] If FD is not available, level the wings while pitching up to the lower of the 15° starting pitch attitude or slightly below the AOA margin indicator. This pitch attitude may be increased later if necessary to minimize altitude loss. In all cases, the pitch attitude that results in intermittent stick shake is the upper pitch attitude limit. It may be necessary to maintain the attitude in the intermittent stick shaker pitch attitude to obtain adequate terrain clearance. Gentle and stable control will avoid excessive pitch attitude and stall. Maintain flaps and landing gear configuration until wind shear is cleared. Monitor flight path and speed. Do not chase airspeed.
[0147] In the case of encountering wind shear in the air (especially when FD is unavailable), in addition to whether the pilot has time to perform the operations required in these flight operation procedures during the short time window of encountering wind shear, as well as the pilot's workload. The final trajectory of the aircraft after executing the established flight operation procedures is a concern of flight procedure operation design engineers. The flight procedure design auxiliary equipment provides the function of recording longitude, latitude and altitude, and can use these parameters combined with the DEM terrain data and satellite map data stored in the equipment to generate a picture of the aircraft's flight trajectory in the air through the OSG engine, and through the function of changing the perspective and viewpoint in the OSG engine, the perspective can be moved by dragging the mouse to realize real-time observation of the trajectory of the aircraft's flight. In this way, it can be intuitively confirmed whether the aircraft trajectory is stable enough when encountering wind shear under the specified flight operation procedures without large-scale maneuvers that may exceed structural limitations.
[0148] By connecting the vision computer to different displays, the real-time flight image of the aircraft observed from a third-person perspective can be displayed on a collimated virtual image display in front of the pilot (by connecting to a projector), an ordinary projector, a desktop monitor, and a large-screen monitor similar to a TV for analysis, display, and discussion.
[0149] Application Example 4: Low pressure in No. 2 and No. 3 hydraulic systems
[0150] The procedure for proper response in the event of low pressure in the No. 2 and No. 3 hydraulic systems is as follows (steps 1 to 18):
[0151] 1 Aircraft location?
[0152] On the ground:
[0153] The aircraft....................................................brakes to a stop
[0154] Parking brake................................................Setting
[0155] >>Go to step 2.
[0156] ·up in the air:
[0157] Maximum airspeed......................200kt or the minimum acceptable speed, whichever is greater. Operate gently to avoid "inconsistency between left and right elevators".
[0158] >>Go to step 5.
[0159] 2 No. 2 hydraulic system oil level reading:
[0160] Less than 12%:
[0161] Right engine thrust handle......................................IDLE
[0162] Right engine fuel control (FUEL CONTROL) switch...................CUTOFF
[0163] No. 2 hydraulic electric pump (HYD 2ACMP) switch...........................OFF
[0164] Nose wheel turning is not possible and you should not attempt to coast after coming to a stop.
[0165] >>Go to step 4.
[0166] · Greater than or equal to 12%:
[0167] No. 2 hydraulic electric pump (HYD 2ACMP) switch............................ON
[0168] >>Go to step 3.
[0169] 3---HYD 2PRESS LO---Is it still displayed?
[0170] ·yes:
[0171] Nose wheel turning is not possible and you should not attempt to coast after coming to a stop.
[0172] >>Go to step 4.
[0173] ·no:
[0174] >>Go to step 4.
[0175] 4 No. 3 hydraulic system oil level reading:
[0176] Less than 20%:
[0177] Hydraulic A electric pump No. 3 (HYD 3A ACMP) switch.........................OFF
[0178] Hydraulic 3B electric pump (HYD 3B ACMP) switch.........................OFF
[0179] Notify maintenance personnel.
[0180] ------Finish------
[0181] · Greater than or equal to 20%:
[0182] Notify maintenance personnel.
[0183] ------Finish------
[0184] 5 No. 2 hydraulic system oil level reading:
[0185] Less than 12%:
[0186] No. 2 hydraulic electric pump (HYD 2ACMP) switch...........................OFF
[0187] >>Go to step 7.
[0188] · Greater than or equal to 12%:
[0189] No. 2 hydraulic electric pump (HYD 2ACMP) switch............................ON
[0190] >>Go to step 6.
[0191] 6---HYD 2PRESS LO---Is it still displayed?
[0192] ·yes:
[0193] No. 2 hydraulic electric pump (HYD 2ACMP) switch...........................OFF
[0194] Power conversion transfer (PTU) switch...................................ON
[0195] Note: Hydraulic pressure No. 2 can be restored after PTU is turned on. Ignore the ---HYD 2PRESSLO--- warning message.
[0196] Resetting the direct mode switch of the main flight control will cause the AP and YD to be disconnected. After the reset is completed, the AP and YD can be connected as needed.
[0197] Main flight control direct mode (FLIGHT CONTROL) switch.....DIRECT, then AUTO
[0198] Airspeed.................................................adjust as required
[0199] Nose wheel turning is not possible and you should not attempt to coast after coming to a stop.
[0200] NOTE: Nose wheel steering is only available when the No. 2 hydraulic system EDP or ACMP is functioning normally.
[0201] >>Enter 02.03.29---HYD 3PRESS LO---.
[0202] ------Finish------
[0203] ·no:
[0204] Resetting the direct mode switch of the main flight control will cause the AP and YD to be disconnected. After the reset is completed, the AP and YD can be connected as needed.
[0205] Main flight control direct mode (FLIGHT CONTROL) switch.....DIRECT, then AUTO
[0206] Airspeed.................................................adjust as required
[0207] >>Enter 02.03.29---HYD 3PRESS LO---.
[0208] ------Finish------
[0209] 7 No. 3 hydraulic system oil level reading:
[0210] Less than 20%:
[0211] >>Go to step 14.
[0212] · Greater than or equal to 20%:
[0213] >>Go to step 8.
[0214] 8 HYD 3A ACMP switch...............................ON
[0215] 9 HYD 3B ACMP switch..............................OFF
[0216] 10---HYD 3PRESS LO---Is it still displayed?
[0217] ·yes:
[0218] >>Go to step 11.
[0219] ·no:
[0220] Resetting the direct mode switch of the main flight control will cause the AP and YD to be disconnected. After the reset is completed, the AP and YD can be connected as needed.
[0221] Main flight control direct mode (FLIGHT CONTROL) switch.....DIRECT, then AUTO
[0222] Airspeed.................................................adjust as required
[0223] >> Enter 02.03.29---HYD 2PRESS LO---Step 6.
[0224] ------Finish------
[0225] 11 HYD 3A ACMP switch..............................OFF
[0226] 12 HYD 3B ACMP switch..............................ON
[0227] 13---HYD 3PRESS LO---Is it still displayed?
[0228] ·yes:
[0229] >>Go to step 15.
[0230] ·no:
[0231] Resetting the direct mode switch of the main flight control will cause the AP and YD to be disconnected. After the reset is completed, the AP and YD can be connected as needed.
[0232] Main flight control direct mode (FLIGHT CONTROL) switch.....DIRECT, then AUTO
[0233] Airspeed.................................................adjust as required
[0234] >> Enter 02.03.29---HYD 2PRESS LO---Step 6.
[0235] ------Finish------
[0236] 14 HYD 3A ACMP switch..............................OFF
[0237] 15 HYD 3B ACMP switch..............................OFF
[0238] 16Land at the nearest suitable airport.
[0239] Among them, the non-working items are shown in the following table:
[0240]
[0241] - Do not use automatic brakes, use manual brakes when landing;
[0242] – Outboard brakes are not available, landing distance is increased, landing weight restrictions need to be checked; (refer to the table “Landing weight limited by brake energy requirements” in the delayed project)
[0243] – Front wheel turning is not possible and you should not attempt to slide after stopping;
[0244] – The landing gear does not retract normally and needs to be lowered manually;
[0245] - Minimum flight control system configuration, right elevator and ground lift reduction function failure, use flaps 3 to land, landing reference speed and operational landing distance increased;
[0246] – The right engine reverse thrust is not working. If both thrust levers are selected to the maximum reverse thrust position, the reverse thrust of the working engine will only provide minimum reverse thrust.
[0247] 17 Ignore the following EICAS messages (if present):
[0248]
[0249] 18 Except for delayed items, the program is completed.
[0250] For the operation procedures of low pressure of No. 2 and No. 3 hydraulic systems, the procedures are relatively complex and involve more buttons and knobs inside the cockpit. During the verification phase of the procedures, it is necessary to consider the ease of execution of the flight operation procedures and to confirm that the pilots can quickly find them in the cockpit. Therefore, the flight procedure design auxiliary equipment provides a function for the rapid configuration change of the cockpit touch screen module. That is, the buttons, knobs, etc. on the touch screen can be quickly changed in position and activation mode without affecting the operation of the overall system.
[0251] This can be achieved by the following method: the touch screen part is responsible for collecting information by a separate avionics simulation computer (such as Fig.13 ), using Ethernet to communicate with the overall simulation computer, rather than mixing the CAN bus with the hardware part and using the I / O computer for communication. Therefore, the impact of the touch screen part on the whole is isolated. The information transmitted by the touch screen is the rotation of the knob (some knobs will automatically return to the neutral position after rotation), the pressing of the button (some buttons will automatically pop up after pressing), the rotation position state of the knob, the state of the button (pressed state or pop-up state), and the open or closed state of the button protective cover. At the same time, the up and down state of the landing gear handle is also the content transmitted by the touch screen. In this way, when modifying the various operating buttons, knobs, keys, and handles in the touch screen, you only need to keep the information transmission format consistent and directly reconstruct the user interface program in the corresponding avionics computer and replace the original program to achieve the effect of changing the configuration of the pilot panel without changing the input and output of the overall equipment.
[0252] It should be understood from the above description and examples that the dynamic simulation verification method of the flight operation procedure according to the above-mentioned implementation mode of the present disclosure can significantly save costs and time overall.
[0253] Although the specific embodiments of the present invention are described above, those skilled in the art should understand that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but these changes and modifications all fall within the protection scope of the present invention.
Claims
1. A dynamic simulation verification method for a flight operation procedure, wherein: The dynamic simulation verification method uses a flight procedure design auxiliary device different from a flight simulator, wherein the flight procedure design auxiliary device includes a collimated virtual image view, an avionics display interface, and complete primary and secondary flight control surface operating components consistent with the flight simulator, wherein the dynamic simulation verification method includes the following steps: Step 1: Determine the categories of flight operation procedures that need to be simulated, which include normal procedures, abnormal procedures, emergency procedures, and supplementary procedures; Step 2: determining design constraints of the procedure design according to the category to which the flight operation procedure belongs, and designing or redesigning the flight operation procedure based on the design constraints; Step 3: performing operational verification of the flight operation procedure on the flight procedure design auxiliary equipment, and providing verification auxiliary information during the operational verification process to assist in determining whether the flight operation procedure meets the verification standard of the flight operation procedure; Step 4: For the flight operation procedures that do not meet the verification standards, add the elements associated with the verification failure to the design constraints and return to step 2.
2. The dynamic simulation verification method of the flight operation procedure according to claim 1, wherein: The design constraints of the normal procedure include that all onboard systems operate normally; the design constraints of the abnormal procedure include malfunction or failure of the onboard system; the design constraints of the emergency procedure include malfunction or failure of the onboard system that requires immediate countermeasures within a predefined time period; the design constraints of the supplementary procedure include some or all of severe weather conditions, non-standard configurations, and unplanned maintenance conditions.
3. The dynamic simulation verification method of the flight operation procedure as claimed in claim 2, wherein: The verification auxiliary information provided in step 3 includes some or all of the following: A description of the operational validation process and its operational load; Adjustable third-person view of the aircraft status; The aircraft flight trajectory line of the operation verification process is presented so as to be observable from a third-person perspective in a three-dimensional scene; Flight parameters of the operational verification process; A reconstructed view of the cockpit in which at least some of the primary and secondary flight control surface operating components can change positions.
4. The dynamic simulation verification method of the flight operation procedure as claimed in claim 3, wherein: The flight parameters include part or all of longitude, latitude, pressure altitude, pitch angle, roll angle and yaw angle.
5. The dynamic simulation verification method of the flight operation procedure as claimed in claim 3, wherein: The observation view and / or the aircraft flight trajectory line are generated based on part or all of the following data stored in the flight procedure design auxiliary device: The digital elevation model contains terrain data; Satellite map data; Aircraft shape design data; Aircraft texture data.
6. The dynamic simulation verification method for flight operation procedures according to any one of claims 1 to 5, wherein: The verification criteria include some or all of the following: a) the content of the flight operation procedure presented by the flight procedure design aid is consistent with the simulated aircraft state or response; b) The flight operation procedures are easy to operate; c) The logic of the flight operation procedures is consistent with the operation logic of the airline pilot; d) The operational load and required operational skills of the flight operation procedures do not exceed the requirements recorded in the relevant manual of the flight operation procedures; e) The execution of the flight operation procedure results in the aircraft entering a safe state, or at least prevents the aircraft from being deteriorated.
7. The dynamic simulation verification method of the flight operation procedure as claimed in claim 6, wherein: The flight procedure design auxiliary equipment includes a collimated virtual image display system and a cockpit hardware system wrapped by the collimated virtual image, wherein the collimated virtual image display system includes an optical display system with a projector, a rear projection screen and a collimated reflector, and the collimated virtual image display system is constructed to be able to project an operator's field of view in the cockpit of the cockpit hardware system, and the operator's field of view includes the top panel, instrument panel and central control console in the cockpit of the flight simulator or aircraft.
8. The dynamic simulation verification method of the flight operation procedure as claimed in claim 7, wherein: The lower part of the central control panel adopts a touch display screen, and the touch display screen includes a plurality of touch buttons. The plurality of touch buttons realize partial knob operation or button operation of the central control panel in a touch form.